The document summarizes soil testing performed on the site of a proposed rigid pavement project. Tests included determining the Atterberg limits of the soil, which found the liquid limit to be 27%, plastic limit to be 19%, and plasticity index to be 8. Based on these results, the soil was classified. Compaction and California bearing ratio tests were also performed to determine the optimum moisture content and strength of the soil. Survey work including linear measurement, plane table, and leveling was conducted to obtain data on the site dimensions and ground surface levels.
Hill roads require special design considerations due to mountainous terrain. They include curved alignments, retaining walls, drainage features, and formation in cuttings or embankments. Landslides are a key hazard for hill roads and can be caused by heavy rainfall, erosion, earthquakes, or human activities like mining. Prevention methods involve benching slopes, installing drainage, constructing retaining structures, soil stabilization, and increasing vegetation.
This document provides an overview of the IRC method for designing flexible pavements according to IRC: 37-2012. It discusses the key considerations and calculations involved, including design traffic, subgrade properties like CBR and resilient modulus, material properties, and traffic data collection. The goal is to design a flexible pavement for a new four-lane divided national highway using the IRC guidelines and given traffic and material property data.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control ensures the concrete meets specifications. Traffic is only allowed after a minimum 28-day curing period.
The document outlines the process of constructing a bituminous road, including site preparation, layers, machinery used, and costs. It discusses preparing the natural ground through cutting and filling, then laying sub-base and base course layers. Machinery like loaders, graders, tanks, and compactors are used in site preparation. The road will include a camber, kerb stones, and asphalt surface. At a cost of over 67 million rupees, the project involves constructing a bituminous road due to advantages like flexibility, safety, and environmental friendliness.
This document provides guidelines for the design of highway pavements in India. It discusses different types of pavements, including flexible and rigid pavements. For rigid pavement design, it outlines factors like traffic, climate, materials properties. It describes the components and types of joints in concrete roads. For flexible pavement design, it discusses the group index and CBR methods, which consider soil properties and traffic volumes to determine layer thicknesses. The document provides details on mix design methods for bituminous concrete like Marshall and Hveem.
This document discusses the construction and maintenance of bituminous roads. It describes the different types of pavements including flexible and rigid pavements. For bituminous construction, it explains the procedures for subgrade preparation, application of tack coats and prime coats, and construction of different layers using techniques like penetration macadam, bituminous macadam, and seal coating. It also discusses the use of hot mix and cold mix methods using emulsions and cutbacks for construction and maintenance of bituminous roads.
This document discusses bituminous road construction. It describes the different layers of a bituminous road including the subgrade, sub-base, base, binder course, and wearing course. It outlines the steps taken in bituminous road construction, from preparing the base to rolling and quality control checks. Machineries commonly used for road pavement are also listed. The conclusion emphasizes the importance of improving road infrastructure to meet growing transportation needs while considering environmental, vehicular, and human factors.
well foundation of six lane new ganga bridge near kacchi dargah in district P...Arman Hashmi
WELL FOUNDATION PPT, well foundation of six lane new ganga bridge near kacchi dargah in district Patna on NH-30 to near Bidupur in vishali district on NH-103 from bihar state road developement corporation limited
Hill roads require special design considerations due to mountainous terrain. They include curved alignments, retaining walls, drainage features, and formation in cuttings or embankments. Landslides are a key hazard for hill roads and can be caused by heavy rainfall, erosion, earthquakes, or human activities like mining. Prevention methods involve benching slopes, installing drainage, constructing retaining structures, soil stabilization, and increasing vegetation.
This document provides an overview of the IRC method for designing flexible pavements according to IRC: 37-2012. It discusses the key considerations and calculations involved, including design traffic, subgrade properties like CBR and resilient modulus, material properties, and traffic data collection. The goal is to design a flexible pavement for a new four-lane divided national highway using the IRC guidelines and given traffic and material property data.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control ensures the concrete meets specifications. Traffic is only allowed after a minimum 28-day curing period.
The document outlines the process of constructing a bituminous road, including site preparation, layers, machinery used, and costs. It discusses preparing the natural ground through cutting and filling, then laying sub-base and base course layers. Machinery like loaders, graders, tanks, and compactors are used in site preparation. The road will include a camber, kerb stones, and asphalt surface. At a cost of over 67 million rupees, the project involves constructing a bituminous road due to advantages like flexibility, safety, and environmental friendliness.
This document provides guidelines for the design of highway pavements in India. It discusses different types of pavements, including flexible and rigid pavements. For rigid pavement design, it outlines factors like traffic, climate, materials properties. It describes the components and types of joints in concrete roads. For flexible pavement design, it discusses the group index and CBR methods, which consider soil properties and traffic volumes to determine layer thicknesses. The document provides details on mix design methods for bituminous concrete like Marshall and Hveem.
This document discusses the construction and maintenance of bituminous roads. It describes the different types of pavements including flexible and rigid pavements. For bituminous construction, it explains the procedures for subgrade preparation, application of tack coats and prime coats, and construction of different layers using techniques like penetration macadam, bituminous macadam, and seal coating. It also discusses the use of hot mix and cold mix methods using emulsions and cutbacks for construction and maintenance of bituminous roads.
This document discusses bituminous road construction. It describes the different layers of a bituminous road including the subgrade, sub-base, base, binder course, and wearing course. It outlines the steps taken in bituminous road construction, from preparing the base to rolling and quality control checks. Machineries commonly used for road pavement are also listed. The conclusion emphasizes the importance of improving road infrastructure to meet growing transportation needs while considering environmental, vehicular, and human factors.
well foundation of six lane new ganga bridge near kacchi dargah in district P...Arman Hashmi
WELL FOUNDATION PPT, well foundation of six lane new ganga bridge near kacchi dargah in district Patna on NH-30 to near Bidupur in vishali district on NH-103 from bihar state road developement corporation limited
The document describes the layers of a concrete road, including:
1) A filling or cutting layer for leveling the ground
2) A 300mm thick subgrade murrum layer underneath
3) A granular sub-base layer made of crushed stone 0-40mm aggregate
4) A dry lean concrete layer used as a base with a higher aggregate to cement ratio
5) A top pavement quality concrete layer made with 32mm aggregate designed for heavy traffic.
This document discusses Benkelman beam deflection studies, which are used to evaluate the structural capacity of existing pavements and estimate overlay designs for strengthening weak pavements. The Benkelman beam test procedure involves measuring the rebound deflection of a pavement under a standard wheel load. Deflection measurements are taken at intervals along the road using the Benkelman beam and loaded truck. The results are used to calculate the true rebound deflection and characterize pavement strength statistically based on mean, standard deviation, and characteristic deflection values. Overlay design is then determined based on the statistical analysis.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
Caissons are large, box-like foundations that are sunk into the ground or water to transfer structural loads to deeper, stronger soil layers. There are three main types: box caissons, which are enclosed boxes opened at the top; open or well caissons, which are open at the top and bottom; and pneumatic caissons, which use compressed air to allow construction under water. Caissons are made of materials like concrete, steel, or timber and are used as foundations for bridges, dams, and other structures. Workers inside pneumatic caissons can experience health issues if not properly managed during decompression.
Rigid pavements are concrete slabs that distribute vehicle loads through beam action. They have high flexural strength and small deflections compared to flexible pavements. The presentation discusses the types of rigid pavements including jointed plain concrete, jointed reinforced concrete, and continuously reinforced concrete pavements. It also covers the design factors for rigid pavements such as traffic loading, subgrade strength, environmental conditions, and material properties. Rigid pavements are designed to last 30 years with minimal maintenance required over the design life.
This document discusses different methods of constructing underground structures beneath existing surfaces without disrupting traffic, including box jacking, arched jacking, and thrust boring. Box jacking involves pushing pre-cast concrete boxes into the ground with hydraulic jacks to form the structure. Arched jacking and thrust boring use similar techniques to jack pipes through the ground. Freezing the soil is another method used to stabilize the ground and prevent issues like water seepage when constructing underground. Case studies demonstrate how these techniques have been applied to real projects.
Industrial Training Report On Concrete Road Pavement Submitted by Awinash Tiwari To The Department Of Civil Engineering Krishna Institute Of Engineering And Technology ghaziabad.
Diaphragm wall: Construction and DesignUmer Farooq
The document discusses diaphragm walls, which are concrete or reinforced concrete walls constructed below ground using a slurry-supported trench method. Diaphragm walls can reach depths of 150 meters and widths of 0.5-1.5 meters. They are constructed using tremie installation or pre-cast concrete panels. Diaphragm walls are suitable for urban construction due to their quiet installation and lack of vibration. The document discusses different types of diaphragm walls based on materials and functions, and provides details on their design, construction process, and material requirements.
The document discusses different types of pavements used for road construction including unsurfaced, surfaced, flexible, and rigid pavements. It provides details on the materials, design principles, properties, and construction procedures for various pavement types. These include earthen roads, gravel roads, water bound macadam roads, and cement concrete roads. The key components, types of joints, and construction methods for cement concrete pavements are also summarized.
Case study on effect of water table on bearing capacityAbhishek Mangukiya
The document discusses the effect of water table on soil bearing capacity. It states that a water table located within the width of a foundation's base will reduce the soil's bearing capacity. The bearing capacity equation is provided, along with factors to account for water table depth. If the water table is below the base width, it has no effect on bearing capacity. A case study finds that for a given project, the water table depth exceeds the foundation depth, so there is no water table effect on soil bearing capacity. In summary, the proximity of the water table can impact a soil's ability to support structural loads, and established methods account for water table levels in bearing capacity calculations.
1) The document discusses ground improvement techniques of preloading and vertical drainage. Preloading involves applying a surcharge load to improve soil strength and reduce settlements before construction.
2) Vertical drains are often used with preloading to accelerate consolidation by shortening the drainage path. Common types are sand drains and prefabricated vertical drains.
3) Vacuum preloading is described as an alternative to conventional preloading using surcharge loads, applying atmospheric pressure via a membrane system instead. This requires an effective drainage and vacuum maintenance system.
This document provides an overview of driven and bored piles. It defines piles as deep foundations that are driven into the ground. Driven piles are installed by driving them into the ground, while bored piles involve drilling a borehole and filling it with concrete. The document discusses pile types, installation methods, hammer types for driven piles, design considerations for different soil types, and advantages and disadvantages of each pile method.
Runways are the main components of an airport where aircraft can take off and land. They are constructed from materials like asphalt or concrete and have specific markings and lighting to guide aircraft. Runway orientation is planned based on prevailing winds and other factors. Construction involves earthworks, laying a crushed stone base course, asphalt paving in layers, and markings. Strict controls are used during construction to ensure the runway meets specifications for grade, thickness, and smoothness.
This document discusses different types of interface treatments used in pavement construction. It begins by defining an interface treatment as applying a thin layer of bituminous binder to the surface of an existing pavement layer before constructing a new bituminous layer. It then discusses prime coats, tack coats, and seal coats. For prime coats, it describes the purpose and materials used. It discusses best practices for application and important properties like penetration, curing time, strength and impermeability. For tack coats, it provides guidelines for surface preparation and application rates. Finally, it describes seal coats and the typical materials and process used to lay them down.
Static and Kinematic Indeterminacy of Structure.Pritesh Parmar
The document discusses static and kinematic indeterminacy of structures. It defines different types of supports for 2D and 3D structures including fixed support, hinged/pinned support, roller support, and their properties. It also discusses internal joints like internal hinge, internal roller, and internal link. The document explains concepts of static indeterminacy, kinematic indeterminacy, and degree of freedom for different types of structures.
Pavement refers to durable surface materials laid down on areas for vehicular or foot traffic like roads and walkways. There are two main types: flexible pavement made of materials like asphalt, and rigid pavement made of concrete. Flexible pavement has lower initial costs but requires more maintenance, while rigid pavement has higher initial costs but lasts longer with less maintenance. The document discusses the layers, materials, design processes, and testing methods used for both flexible and rigid pavements.
Highway Construction Materials and PracticeSenthamizhan M
Sub grade soil is an integral part of the road pavement structure as it provides the support to the pavement from beneath.
The sub grade soil and its properties are important in the design of pavement structure.
The main function of the sub grade is to give adequate support to the pavement and for this the sub grade should possess sufficient stability under adverse climatic and loading conditions.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control checks materials and finished surface properties. Traffic is allowed after a minimum 28-day curing period.
This document discusses different types of pavements, including flexible, rigid, and semi-rigid pavements. It describes key design factors for both flexible and rigid pavements such as traffic load, pavement materials, subgrade strength assessed by CBR value, and design life. The document emphasizes the importance of pavement design, noting it accounts for nearly half the road construction cost. Good pavements are important as they can easily bear and transmit loads.
This document provides details of a project to replace and design the superstructure of the Chhaterian Bridge located 500m downstream of the Rasul hydro power house in Pakistan. The project aims to improve transportation for local residents by upgrading the bridge from a narrow footbridge to a dual-lane structure. The document outlines the project activities which include evaluating the existing foundation, conducting surveys, analyzing and designing the bridge beams and slab, designing the canal lining and approach roads. It also provides a literature review of relevant methods for foundation testing, surveying, structural analysis and design, canal design, and road design to complete the project.
Training report done on Bridge ConstructionSukhdeep Jat
The document provides details about an in-plant training report submitted by Sukhdeep Singh Jat at BSCPL Infrastructure Pvt. Ltd during the construction of a bridge over the Mahanadi River in NH-53 in India. It discusses the company profile, ongoing major projects including road and bridge construction projects, and specifics of the bridge project over the Mahanadi River including the design process, materials used such as different grades of concrete, and machinery employed.
The document describes the layers of a concrete road, including:
1) A filling or cutting layer for leveling the ground
2) A 300mm thick subgrade murrum layer underneath
3) A granular sub-base layer made of crushed stone 0-40mm aggregate
4) A dry lean concrete layer used as a base with a higher aggregate to cement ratio
5) A top pavement quality concrete layer made with 32mm aggregate designed for heavy traffic.
This document discusses Benkelman beam deflection studies, which are used to evaluate the structural capacity of existing pavements and estimate overlay designs for strengthening weak pavements. The Benkelman beam test procedure involves measuring the rebound deflection of a pavement under a standard wheel load. Deflection measurements are taken at intervals along the road using the Benkelman beam and loaded truck. The results are used to calculate the true rebound deflection and characterize pavement strength statistically based on mean, standard deviation, and characteristic deflection values. Overlay design is then determined based on the statistical analysis.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
Caissons are large, box-like foundations that are sunk into the ground or water to transfer structural loads to deeper, stronger soil layers. There are three main types: box caissons, which are enclosed boxes opened at the top; open or well caissons, which are open at the top and bottom; and pneumatic caissons, which use compressed air to allow construction under water. Caissons are made of materials like concrete, steel, or timber and are used as foundations for bridges, dams, and other structures. Workers inside pneumatic caissons can experience health issues if not properly managed during decompression.
Rigid pavements are concrete slabs that distribute vehicle loads through beam action. They have high flexural strength and small deflections compared to flexible pavements. The presentation discusses the types of rigid pavements including jointed plain concrete, jointed reinforced concrete, and continuously reinforced concrete pavements. It also covers the design factors for rigid pavements such as traffic loading, subgrade strength, environmental conditions, and material properties. Rigid pavements are designed to last 30 years with minimal maintenance required over the design life.
This document discusses different methods of constructing underground structures beneath existing surfaces without disrupting traffic, including box jacking, arched jacking, and thrust boring. Box jacking involves pushing pre-cast concrete boxes into the ground with hydraulic jacks to form the structure. Arched jacking and thrust boring use similar techniques to jack pipes through the ground. Freezing the soil is another method used to stabilize the ground and prevent issues like water seepage when constructing underground. Case studies demonstrate how these techniques have been applied to real projects.
Industrial Training Report On Concrete Road Pavement Submitted by Awinash Tiwari To The Department Of Civil Engineering Krishna Institute Of Engineering And Technology ghaziabad.
Diaphragm wall: Construction and DesignUmer Farooq
The document discusses diaphragm walls, which are concrete or reinforced concrete walls constructed below ground using a slurry-supported trench method. Diaphragm walls can reach depths of 150 meters and widths of 0.5-1.5 meters. They are constructed using tremie installation or pre-cast concrete panels. Diaphragm walls are suitable for urban construction due to their quiet installation and lack of vibration. The document discusses different types of diaphragm walls based on materials and functions, and provides details on their design, construction process, and material requirements.
The document discusses different types of pavements used for road construction including unsurfaced, surfaced, flexible, and rigid pavements. It provides details on the materials, design principles, properties, and construction procedures for various pavement types. These include earthen roads, gravel roads, water bound macadam roads, and cement concrete roads. The key components, types of joints, and construction methods for cement concrete pavements are also summarized.
Case study on effect of water table on bearing capacityAbhishek Mangukiya
The document discusses the effect of water table on soil bearing capacity. It states that a water table located within the width of a foundation's base will reduce the soil's bearing capacity. The bearing capacity equation is provided, along with factors to account for water table depth. If the water table is below the base width, it has no effect on bearing capacity. A case study finds that for a given project, the water table depth exceeds the foundation depth, so there is no water table effect on soil bearing capacity. In summary, the proximity of the water table can impact a soil's ability to support structural loads, and established methods account for water table levels in bearing capacity calculations.
1) The document discusses ground improvement techniques of preloading and vertical drainage. Preloading involves applying a surcharge load to improve soil strength and reduce settlements before construction.
2) Vertical drains are often used with preloading to accelerate consolidation by shortening the drainage path. Common types are sand drains and prefabricated vertical drains.
3) Vacuum preloading is described as an alternative to conventional preloading using surcharge loads, applying atmospheric pressure via a membrane system instead. This requires an effective drainage and vacuum maintenance system.
This document provides an overview of driven and bored piles. It defines piles as deep foundations that are driven into the ground. Driven piles are installed by driving them into the ground, while bored piles involve drilling a borehole and filling it with concrete. The document discusses pile types, installation methods, hammer types for driven piles, design considerations for different soil types, and advantages and disadvantages of each pile method.
Runways are the main components of an airport where aircraft can take off and land. They are constructed from materials like asphalt or concrete and have specific markings and lighting to guide aircraft. Runway orientation is planned based on prevailing winds and other factors. Construction involves earthworks, laying a crushed stone base course, asphalt paving in layers, and markings. Strict controls are used during construction to ensure the runway meets specifications for grade, thickness, and smoothness.
This document discusses different types of interface treatments used in pavement construction. It begins by defining an interface treatment as applying a thin layer of bituminous binder to the surface of an existing pavement layer before constructing a new bituminous layer. It then discusses prime coats, tack coats, and seal coats. For prime coats, it describes the purpose and materials used. It discusses best practices for application and important properties like penetration, curing time, strength and impermeability. For tack coats, it provides guidelines for surface preparation and application rates. Finally, it describes seal coats and the typical materials and process used to lay them down.
Static and Kinematic Indeterminacy of Structure.Pritesh Parmar
The document discusses static and kinematic indeterminacy of structures. It defines different types of supports for 2D and 3D structures including fixed support, hinged/pinned support, roller support, and their properties. It also discusses internal joints like internal hinge, internal roller, and internal link. The document explains concepts of static indeterminacy, kinematic indeterminacy, and degree of freedom for different types of structures.
Pavement refers to durable surface materials laid down on areas for vehicular or foot traffic like roads and walkways. There are two main types: flexible pavement made of materials like asphalt, and rigid pavement made of concrete. Flexible pavement has lower initial costs but requires more maintenance, while rigid pavement has higher initial costs but lasts longer with less maintenance. The document discusses the layers, materials, design processes, and testing methods used for both flexible and rigid pavements.
Highway Construction Materials and PracticeSenthamizhan M
Sub grade soil is an integral part of the road pavement structure as it provides the support to the pavement from beneath.
The sub grade soil and its properties are important in the design of pavement structure.
The main function of the sub grade is to give adequate support to the pavement and for this the sub grade should possess sufficient stability under adverse climatic and loading conditions.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control checks materials and finished surface properties. Traffic is allowed after a minimum 28-day curing period.
This document discusses different types of pavements, including flexible, rigid, and semi-rigid pavements. It describes key design factors for both flexible and rigid pavements such as traffic load, pavement materials, subgrade strength assessed by CBR value, and design life. The document emphasizes the importance of pavement design, noting it accounts for nearly half the road construction cost. Good pavements are important as they can easily bear and transmit loads.
This document provides details of a project to replace and design the superstructure of the Chhaterian Bridge located 500m downstream of the Rasul hydro power house in Pakistan. The project aims to improve transportation for local residents by upgrading the bridge from a narrow footbridge to a dual-lane structure. The document outlines the project activities which include evaluating the existing foundation, conducting surveys, analyzing and designing the bridge beams and slab, designing the canal lining and approach roads. It also provides a literature review of relevant methods for foundation testing, surveying, structural analysis and design, canal design, and road design to complete the project.
Training report done on Bridge ConstructionSukhdeep Jat
The document provides details about an in-plant training report submitted by Sukhdeep Singh Jat at BSCPL Infrastructure Pvt. Ltd during the construction of a bridge over the Mahanadi River in NH-53 in India. It discusses the company profile, ongoing major projects including road and bridge construction projects, and specifics of the bridge project over the Mahanadi River including the design process, materials used such as different grades of concrete, and machinery employed.
Project I civil engineering for engineering studentkuchhal014
What Are the Characteristics of a Project?
There are certain features or characteristics that are unique to projects and differentiate them from the daily operations or other types of activities of an organization. Here are the main characteristics of a project.
1. Any Project Needs a Project Manager and a Project Team
One of the most important characteristics of a project is that it’s a team effort. While the structure of project teams might change from one organization to another, projects usually involve a project manager and a team of individuals with the necessary skills to execute the tasks that are needed.
2. Every Project Needs a Project Plan
Project team members need clear directions from the project manager and other project leaders so that they can execute the work that’s expected from them. These directions come in the form of a project plan. However, a project plan is more than just a set of instructions for the project team. It’s a comprehensive document that describes every aspect of a project, such as the project goals, project schedule and project budget among other important details.
3. All Projects Go Through the Same Project Lifecycle
The project life cycle refers to the five phases all projects must progress through, from start to finish. The five phases of a project lifecycle serve as the most basic outline that gives a project definition. These five phases are initiation, planning, execution, monitoring and closure.
4. All Projects Share the Same Project Constraints
All projects no matter their size or complexity are subject to three main constraints: time, scope and cost. This simply means that projects must be completed within a defined timeline, achieve a defined set of tasks and goals and be delivered under a certain budget.
These project constraints are known as the triple constraint or the project management triangle and are one of the most important project features to know about.
5. Every Project Needs Resources
A resource is anything necessary to complete a project, such as for example, labor, raw materials, machinery and equipment. For example, in construction, raw materials such as wood, glass or paint are essential project resources. That said, other resources — like time, labor and equipment — are just as important.
A project manager must be able to identify all of the project resources in order to create a resource plan and manage the resources accordingly. When resources are left unaccounted for, it is easy to mismanage them.
What Are the Characteristics of a Project?
There are certain features or characteristics that are unique to projects and differentiate them from the daily operations or other types of activities of an organization. Here are the main characteristics of a project.
1. Any Project Needs a Project Manager and a Project Team
One of the most important characteristics of a project is that it’s a team effort. While the structure of project teams might change from one organization
This document describes an industrial training report submitted for a Bachelor's degree in Civil Engineering. It provides details of a project involving the construction of an elevated road by Jaipur Development Authority in Jaipur, Rajasthan. The project involves constructing pile foundations, piers, and other substructures to support the elevated roadway spanning approximately 2.8 km. Construction materials, equipment, and technical design details are discussed.
This document is a roadway condition survey report submitted by 5 students. It includes an introduction describing the purpose of the survey which was to examine the existing conditions of a road section in Dhaka from Russel Square to Panthapath intersection. The survey measured various geometric and operational parameters of the roadway including lane widths, shoulder conditions, signs, markings and obstacles. The results found issues like reduced widths due to buildings, lack of pedestrian facilities and non-functional traffic signals. Recommendations included removing obstructions, adding turning lanes and improving signage and markings.
This document provides a project report on the design of a flexible pavement for the SDITS campus. It was submitted by a team of 5 civil engineering students at Shri Dadaji Institute of Technology and Science in Khandwa, India, in partial fulfillment of their Bachelor of Engineering degree. The report includes chapters on literature review, proposed methodology, surveying and leveling of the site, laboratory tests conducted, design and results, conclusions, and references. The team conducted a topographic survey of the existing road, took soil samples for testing, designed the pavement structure using the California Bearing Ratio method, and provided a cost estimate for constructing the flexible pavement on the SDITS campus.
IRJET- Self-Cleaning of Street by Sewage Treated Water using Street StudIRJET Journal
The document discusses a proposed solution to clean streets using treated sewage water sprayed from nozzles inside road studs. The main points are:
1) Road cracks and accidents are issues in India due to varying temperatures. Spraying water daily can reuse roads quickly.
2) The proposed solution involves fitting sprinklers inside road studs to spray water in a circular motion to clean streets. Pipes would supply water to the studs.
3) Treated sewage water would be used which meets pH standards. Nozzles would spray water then retract when off. This would clean streets and dry roads quickly while reusing treated water.
This document discusses a traffic survey conducted at Rajiv Gandhi Square in Puducherry, India to collect data for designing a grade separator at the intersection. The intersection is a five-arm junction where a national highway and coastal road cross. Traffic surveys were done according to Indian standards to determine traffic volumes on each arm. The surveys found the highest hourly traffic to be 12,434 passenger car units during peak hours. Daily average traffic was highest on the Chennai, Cuddalore, and Puducherry arms. The data collected will be used to design a grade separator to reduce traffic congestion at the busy intersection while working within the available space constraints.
This project proposal outlines the design of a 4.5km road between Nawakilli and Balili check post in Pakistan. A team of 6 students led by Amjad Pervez will conduct surveys, soil tests, and design geometrical features like culverts, curves, and causeways. They will use software like GPS and AutoCAD and follow standards from AASHTO for geometric design and pavement design. The objectives are to connect rural areas and increase transportation access. Upon completion, the new road will economically link nearby villages.
The document describes a topographic survey conducted for the construction of a new railway bridge. It discusses using a topographic map to identify potential alignment options for the railway track. A field survey was then carried out using a total station to determine the central line alignment and elevation levels at different points. Soil exploration work, including lab testing, was also performed. Following this, the land acquisition process began by contacting local authorities to purchase the necessary land from owners. Foundation excavation work then commenced based on the ground conditions. Piers were constructed using a total station to ensure proper alignment. Bed blocks were then marked for placing precast girders. Sleepers were later laid to allow for track alignment along the central line.
Post construction failure analysis of road pavements in ghana.Alexander Decker
The document summarizes a study investigating the causes of premature failure of a road pavement in Koforidua, Ghana. The 9km four-lane road failed within 6 months of opening despite a design life of 15 years. Investigations found the failure was due to lack of geotechnical study, insufficient drainage, poor construction methods using substandard materials, and inadequate quality control. Recommendations included improving drainage, stabilizing poor subgrade soils, avoiding substandard materials, and implementing a strong quality assurance program.
The document provides a summary of a geotechnical investigation report for a proposed check dam construction site. Three boreholes were drilled and standard penetration tests (SPT) were conducted at 1.5m intervals to determine soil properties. Laboratory tests including specific gravity, moisture content, particle size distribution, liquid limit and plastic limit tests were performed on soil samples. Subsurface exploration found soils to have SPT values ranging from 3 to 60. The report provides tables with soil properties and allowable bearing capacities for foundations of varying widths at 0.86m depth.
This presentation provides an overview of a civil engineering project on studying crack behavior and settlement with remedial measures for bituminous road failure. The objectives are to investigate the cause of road failure and suggest prevention methods. Site inspection found defects like block cracking and potholes. Laboratory tests including CBR and bitumen penetration were conducted. The results found traffic volume exceeding road capacity and use of substandard maintenance materials as causes. It was concluded that regular road audits and use of proper materials and traffic control can help delay further failures.
This document discusses the design of an underpass. It begins with objectives such as reducing accidents and providing safe and hassle-free movement of vehicles and pedestrians. It describes the methodology, survey results of the existing junction, traffic count data, soil testing results, and design of the road, box culvert, and overbridge. It includes analysis of loads and moments on structural elements. Reinforcement details are provided. Cost estimation and conclusions that the underpass will maintain vehicle speed and reduce accidents are also summarized.
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Geometry condition survey from panthapath to russel square report submited by...Pronob Ghosh
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This document provides a summary of the six laning project of the Barwa-Adda-Panagarh section of National Highway 2 in Jharkhand and West Bengal. Some key details include:
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UI/UX design is an essential discipline in the digital world, focusing on creating user-friendly and visually app
2. TABLE OF CONTENTS
TITLE
Declaration of the studenti
Certificate of the guide
Acknowledgement
Student report
List of figures
1. OVERVIEW OF PROJECT
1.1 TITLE OF PROJECT
1.2 SELECTED SITE
1.3 BRIEF DESCRIPTIONOF SELECTED SITE
1.4 NEED OF THE PROJECT
1.5 ADVANTAGES OF RIGID PAVEMENT CONSTRUCTIONON
AVAILABLE SITE
1.6 WORKS TO BE DONE IN THE PROJECT
1.7 MONTHLY PROGRESS SUMMARY OF PROJECT WORK
1.8 PLANNED SECTION OF RIGID PAVEMENT
1.9 PRESENT SITUATION OF THE SITE
2. DETAILS OF SURVEY WORK PERFORMED
2.1 INTRODUCTION
2.2 LINEAR MEASUREMENT SURVEY
2.3 PLANE TABLE SURVEY
2.4 LEVELLING
2.4.1 Result of levelling
2.5 SITE PICTURE
3. 3. TESTS PERFORMED ON THE SITE SOIL AND THEIR
RESULTS
3.1 ATTERBERG’S LIMIT DETERMINATION
3.1.1Liquid Limit
3.1.2 Plastic Limit
3.1.3 Plasticity Index
3.1.4 Importance of Atterberg’s Limit
3.1.5 Results
3.2 CLASSIFICATIONOF SOIL
3.2.1 Result
3.3 OPTIMUM MOISTURE CONTENT AND CBR DETERMINATION
3.3.1 Compaction Test
3.3.2 California Bearing Ratio Test (CBR)
3.4 OBSERVED REPORTS
4. RIGID PAVEMENT
4.1 OBJECTS AND REQUIREMENTS OF PAVEMENTS
4.2 RIGID PAVEMENTS
4.3 FUNCTIONS OF RIGID PAVEMENT COMPONENTS
4.3.1 Soil subgrade and its significance
4.3.2 Base course
4.3.3 Concrete slab
4.4RIGID PAVEMENT CHARACTERISTICS
5. PREPARATION OF SOIL SUBGRADE AND BASE
COURSE
5.1 DEFINITION OF SOIL STABILIZATION
5.2 MECHANICS OF SOIL STABILIZATION
4. 5.3 RESULT OF SOIL STABILIZATION
5.4 MECHANICAL STABILIZATION TECHNIQUE USED FOR SOIL
STABILIZATION
5.5 PREPARATION OF SOIL SUBGRADE
5.5.1 Compaction
5.5.2 Method of Compaction Used in Site
5.6 PREPARATIONOF BASE COURSE
6. DESIGN OF RIGID PAVEMENT
6.1 GENERAL DESIGN CONSIDERATIONS
6.1.1 Relative Stiffness of Slab to Subgrade
6.1.2 Equivalent Radius of Resisting Section
6.2 EVALUATION OF WHEEL LOAD STRESSES FOR DESIGN
6.3 WARPING STRESSES
6.4 CONSTRUCTION OF JOINTS IN CEMENT CONCRETE
PAVEMENTS
6.4.1 Introduction
6.4.2 Expansion Joint
6.4.3 Contraction Joint
6.4.4 Joint Filler and Sealer
6.5 IRC RECOMMENDATIONS FOR DESIGN OF RIGID PAVEMENT
6.5.1 Design Parameters
6.5.2 Calculation of Stresses
6.5.3 Design Steps for Slab Thickness
6.5.4 Spacing of Joints
6.6 DESIGN OF CAMBER AND RIGID PAVEMENT
7. ROAD LIGHTING
7.1 NECESSITY
5. 7.2 FACTORS INFLUENCING NIGHT VISIBILITY
7.3 DESIGN FACTORS OF ROAD LIGHTING
7.4 DESIGN OF STREET LIGHTING SYSTEM
7.5 SPACING BETWEEN LIGHTING UNITS
8. SURFACE DRAINAGE DESIGN OF ROAD
8.1 QUANTITY OF RUNOFF
8.2 CROSS-SECTION
8.3 SLOPE OF DRAIN
9. ESTIMATION OF MATERIALS AND THEIR COSTS
REQUIRED FOR CEMENT CONCRETE ROAD
9.1 ESTIMATION OF EARTH REQUIRED FOR FILLING
9.2 ESTIMATION OF OVERBURNT BRICK BALLAST REQUIRED
FOR BASE COURSE
9.3 COST REQUIRED
9.4 ESTIMATION OF MATERIAL REQUIRED FOR LAYING
SURFACE COURSE
9.5 OVERALL COST REQUIREMENT
7. CHAPTER1
OVERVIEW OF PROJECT
1.1 TITLE OF PROJECT
The selected project is titled as “PLANNING, DESIGNING AND ESTIMATION OF
RIGID PAVEMENT.
1.2 SELECTED SITE
The site chosen for this project is the way that connects main road with L.I.T campus.
This site begins from main gate of Azad Institute of Technology and ends at L.I.T main
gate. In other words we can say that the road selected for design of rigid pavement is the
way between main gate of Azad Institute of Technology and main gate of Lucknow
Institute of Technology.
1.3 BRIEF DESCRIPTIONOF SELECTEDSITE
Total length of road is 326 m. The footpath is present on the left hand side of the selected
site facing L.I.T gate forward. The width of this footpath is about 1.50 m. On the right
hand side of this road C.R.P.F wall is present and on the left side Azad Boys Hostel wall
is there. The available road or way is not straight and is curved shaped. In current
situation the available road to reach L.I.T campus is about 3.20 m wide (where the
distance between C.R.P.F wall and Azad Boys Hostel wall is 7.05 m).
We measure the distance between these two walls at regular intervals.At present situation
the width of selected way is not uniform. Currently the available road is 4.55m wide near
the gate of L.I.T campus where the way ends. Shrubs, wild plants and grasses are grown
on this site in random or in irregular pattern which cause obstruction to free flow of
traffic on this way.
At about 203.62 m from the beginning of the site the gate of Azad Degree College is
there which also provide a way to reach New Azad Boys Hostel. This gate is about 9.55
8. m wide. Currently no designed road is present on this selected site and this road can be
known as Earth road.
1.4 NEED OF THE PROJECT
1. This road is used by various types of road users like engineering students, faculty
members, helping and supporting staff and others to reach L.I.T campus. Construction of
rigid pavement on this road provides suitable, efficient and smooth way to all road users
during rainy season and in bad weather conditions.
2. Lucknow Institute of Technology has been selected as an examination centre many
times to conduct various job entrance exams. Rigid pavement provides a smooth and
convenient way to examinees driving cars and other vehicles without any road
inconvenience. At the present situation of this site road is not properly designed and has
many depressions and undulations.
3. In depressions precipitated water is stored as runoff is not generated which aids
breeding of mosquitoes and cause havoc to road users. To remove depressions we
require a well designed pavement.
4. It offers a complete freedom to road users to transfer the vehicle from one road to
another according to the need and convenience. Cars, college buses pedal cycles can be
easily used up without any jerks and inconvenience.
5. The construction of rigid pavement is required for advancement of Azad Technical
Campus and for the general development of the area.
6. Adequate mass transportation facilities are needed to cater the internal movements in
Azad Technical Campus such as daily movements to and from Azad Institute of
Technology, Lucknow Institute of Technology and for other social needs.
1.5 ADVANTAGES OF RIGID PAVEMENT CONSTRUCTION ON
THE AVAILABLE SITE
1. Rigid pavement lasts much, much longer i.e. 30+ years compared to 5-10 years of
flexible.
9. 2. In the long run it is about half the cost to install and maintain. But the initial costs are
somewhat high.
3. Rigid pavement has the ability to bridge small imperfections in the subgrade.
4. High efficiency in terms of functionality.
5. Less Maintenance cost is required.
1.6 WORKS TO BE DONE IN THE PROJECT
The different works which have to be performed under this project can be grouped into
the following categories-
1. Site visiting and investigation
2. Preliminary survey of the selected site
3. Soil (available on site) tests and its stability evaluation
4. Designing of rigid pavement
5. Estimation and costing of the project
6. Model preparation showing different sections of rigid pavement
10. 1.7 MONTHLY PROGRESSSUMMARYOF PROJECT WORK
We started our project work in the month of August 2014. Initially the selected site for
rigid pavement construction is visited and analyzed by us with our guide.
At the end of this month we planned how we could design the rigid pavement for this
site including preparation of soil subgrade and base course. In the month of September
we performed preliminary survey to obtain the following data
1. Length, width of the selected road
2. Plan of the available road
3. All the geographical and man- made features available in and around selected site
4. Reduce level of the ground at different intervals
All the survey work was completed at the end of this month. Then we started making
longitudinal section of the road followed by estimation of earthwork and estimation of
base course materials. These works has been done in the month of October. The
designing and estimation of road construction work has been done in the month of
February and March.The model showing different sections and layers of rigid pavement
has been prepared by the end of March.
13. CHAPTER 2
DETAILS OF SURVEY WORK PERFORMED
2.1 INTRODUCTION
The survey work is performed to get the following results:
1. The total length and width of available road site (using linear measurement survey).
2. The graphical representation of the available road site (plane table survey).
3. The level of the ground surface at regular intervals (levelling).
2.2 LINEAR MEASUREMENT SURVEY
The linear measurement survey is done to determine the total length of road, the width of
road. We use measuring tape to measure the length and width of the road. The center line
of the road is marked and the length is measured along the center line.
2.2.1 RESULT OF LINEAR MEASUREMENT SURVEY
1. The total length of road is 326 meters.
2. The width of present road is 3.20 meters.
3. Width of left footpath present is 1.50 meters.
4. Road is 4.55 meterswide where lit gate is situated.
5. At 203.62 m from beginning of site the gate of Azad Degree College is there. This
gate is about 9.55 m wide.
14. 2.3 PLANE TABLE SURVEY
The plane table survey is done which gives the graphical representation of the alignment
of the road. The instruments used are plane table, tripod, u-fork, magnetic needle, spirit
bubble, plumb bob and alidade. We adopt the following procedure to perform the plane
table survey-
1. Various stations are selected on site at regular intervals to place plane table.
2. Plane table is set up by moving legs of tripod and balancing plane table.
3. Balanced plane table is observed by spirit bubble holding mid position (as balancing
position) along the four corners of plane table.
4. Station is marked on the chart with the help of plumb bob holding its rest position.
5. The different points at regular intervals are selected.
6. At that points ranging rods are placed and are observed with the help of alidade
moving alidade at station point on the chart.
7. Using suitable scale we plot the distance between station and observation point.
8. We use scale 1C.M = 2.5 M.
2.4 LEVELLING
Levelling is done to find out whether the ground surface is rising or falling with respect
to the general surface. The instruments used are an auto level, leveling staff, tripod.
The steps for performing levelling are
1. Auto Level is adjusted temporarily on the tripod.
2. It is levelled with the help of three screw head.
3. Turn this levelling screw until the bubble is central.
15. 4. Place levelling staff at regular intervals.
5. Note the reading by observing levelling staff from an auto level.
6. We perform levelling by rise and fall method.
7. Rise is indicated when back side reading is greater than fore side reading i.e. B.S>F.S.
8. Fall is indicated when back side reading is less than fore side reading i.e. B.S<F.S
FIGURE 2.1 AN AUTO LEVEL
2.4.1 RESULT OF LEVELLING
Readings observed along the center line of the site by placing the leveling rod at 12 m
intervals considering the initial reduce level as 100 m. The data obtained are as follows:
16. TABLE 1- RISE AND FALL DATAStation
Distance(m) Reading Rise or Fall
Reduced
Level m
Remarks
Back Inter Fore Rise + Fall -
A 0 1.400 100.000 First point
12 1.270 0.13 100.130
24 1.310 0.04 100.090
36 1.240 0.07 100.160
48 1.200 0.04 100.200
60 1.170 0.03 100.230
84 1.140 0.03 100.260
96 1.140 - - 100.260
108 1.160 0.02 100.240
B
120 1.180 1.120 0.04 100.280 Change
Point
132 1.190 0.01 100.270
144 1.210 0.02 100.250
156 1.220 0.01 100.240
168 1.220 - - 100.240
180 1.260 0.04 100.200
192 1.230 0.03 100.230
204 1.280 0.05 100.180
216 1.290 0.01 100.170
228 1.280 0.01 100.180
240 1.310 0.03 100.150
252 1.400 0.09 100.060
264 1.310 0.09 100.150
276 1.310 - - 100.150
288 1.300 0.01 100.160
17. 300 1.320 0.02 100.140
312 1.360 0.04 100.100
324 1.380 0.02 100.080
326 1.350 0.03 100.110
Tota
l
2.58 2.47 0.51 0.4
CHECKS:
ΣB.S- ΣF.S = 2.58-2.47 = 0.11
ΣRISE- ΣFALL = 0.51-0.4 = 0.11
LAST R.L- FIRST R.L = 100.110-100.000 = 0.11
Hence the observed readings are correct.
19. CHAPTER 3
TESTS PERFORMED ON THE SITE SOILAND
THEIR RESULTS
The various tests which are performed to evaluate the stability of soil subgrade and its
properties are as follows:
3.1)ATTERBERG’SLIMITS DETERMINATION:
3.1.1 LIQUID LIMIT (IS: 2720(PART5) – 1985)
The water content expressed as a percentage of weight of oven dry soil, at boundary
between liquid and plastic states of consistency of soil. The range of testing is 5 to 300%.
3.1.2 PLASTIC LIMIT (IS: 2720(PART5) – 1985)
The water content expressed as percentage of oven dry soil at the boundary between the
plastic and the semi solid states of consistency of soil. The range of testing is 5 to 300%.
3.1.3 PLASTICITY INDEX
The numerical difference between the Liquid Limit and the Plastic Limit is known as
plasticity index.
3.4 IMPORTANCE OF ATTERBERG’S LIMITS
These limts are useful in classifying the soil and its group and help in determining its
nature.
3.5 RESULTS
LIQUID LIMIT PLASTIC LIMIT PLASTICITY INDEX
27 19 8
20. 3.2)CLASSIFICATION OF SOIL (IS: 1498-1970)
Soils are divided in three parts-
1. Coarse grained soil is that in which more than half of the total material by weight is
larger than 75 micron IS sieve size.
2. Fine grained soil is that in which more than half of the total material by weight is
smaller than 75 micron IS sieve size.
3. Highly Organic Soil and other miscellaneous soil materials.
Figure C1. Graph to classify soil
3.2.1 RESULT
From the graph we notice that the soil having WL<35 and PI = 8, the soil is of CL type
which is known as silty clay.
3.3) OPTIMUM MOISTURE CONTENT, MAXIMUM DRY
DENSITYAND CBR
21. 3.3.1 COMPACTION TEST(MOISTURE-DENSITY TEST) IS: 2720(PART7) –
1980
Soil at known water content is placed in a specified rammer in to a mould of given
dimensions, subjected to a compactive effort of controlled magnitude and the resulting
unit weight determination. The procedure is repeated for varying Water Contentand Dry
Unit Weight. This test is helpful in determining the maximum dry density of soil and
optimum moisture content of soil.
3.3.2 CALIFORNIA BEARING RATIO(CBR) IS: 2720(PART16) -1986
This test is performed to evaluate the stability of soil subgrade.
23. CHAPTER 4
RIGID PAVEMENT
4.1 OBJECTSAND REQUIREMENTS OF PAVEMENT
The surface of the roadway should be stable and non-yielding, to allow the heavy wheel
loads of road traffic to move with least possible rolling resistance. The road surface
should also be even along the longitudinal profile to enable the fast vehicles to move
safely and comfortably at the design speed. In order to provide a stable and even surface
for the traffic, the roadway is provided with a suitably designed and constructed
pavement structure. Thus a pavement consisting of a few layers of pavement materials is
constructed over a prepared soil subgrade to serve as a carriageway. The pavement
carries the wheel loads and transfer the load stresses through a wider area on the soil
subgrade below. Thus the stresses transferred to the subgrade soil through the pavement
layers are considerably lower than the contact pressure or compressive stresses under the
wheel load on the pavement surface. It is always desirable to construct the pavement well
above the maximum level of the ground water to keep the subgrade relatively dry even
during monsoons.
4.2 RIGID PAVEMENTS
As the name implies, rigid pavements are rigid i.e., they do not flex much under loading
like flexible pavements.They are constructed using cement concrete. In this case, the
load carrying capacity is mainly due to therigidity ad high modulus of elasticity of the
slab (slab action).Rigid pavements are those which possess note worthy flexural strength
or flexural rigidity. The stresses are not transferred from grain to grain to the lower
layers as in the case of flexible pavement layers. The rigid pavements are made of
Portland cement concrete-either plain, reinforced or prestressed concrete.
The rigid pavement has the slab action and is capable of transmitting the wheel load
stresses through a wider area below. As the rigid pavement slab has tensile strength,
tensile stresses are developed due to the bending of the slab under wheel load and
temperature variations.A rigid pavement consists of 3 components-
24. 1. Subgrade
2. Base Course
3. Concrete slab
Figure 4.1 Typical section for a rigid pavement
4.3 FUNCTIONS OF RIGID PAVEMENT COMPONENTS
4.3.1 SOIL SUBGRADE AND ITS SIGNIFICANCE
The soil subgrade is a layer of natural soil prepared to receive the layers of pavement
materials placed over it. The loads on the pavement are ultimately received by the soil
subgrade for dispersion to the earth mass. Subgrade soil is an integral part of the road
pavement structure as it provides the support to the pavement from beneath. The main
function of subgrade is to give adequate support to the pavement and for this the
subgrade should possess sufficient stability under adverse climate and loading
conditions.
4.3.2 BASE COURSE
The fundamental purpose of a base course is to provide a stress transmitting medium to
spread the surface wheel loads in such a manner as to prevent shear and consolidation
deformations.Base courses are used under rigid pavement for
25. 1. Preventing pumping
2. Protecting the subgrade against frost action
The local soft aggregates may have to be used for construction of base course in order to
keep the construction cost as low as possible. The soft aggregate have low crushing
strength and low aggregate impact value. Still they have been successfully adopted in
construction of base course. The common soft aggregates are moorum, broken brick
aggregates and kankar nodules from economic point of view.
4.3.3 CONCRETE SLAB
The cement concrete pavement slab can very well serve as a wearing surface as well an
effective base course. Therefore usually the rigid pavement structure consists of a cement
concrete slab, below which a granular base may be provided. The rigid pavements are
usually designed and the stresses are analyzed using the elastic theory, assuming the
pavement as an elastic plate resting over an viscous foundation.
4.4 RIGID PAVEMENT CHARACTERISTICS
A rigid pavement has a very high stiffness and distributes loads over a relatively wide
area of subgrade – a major portion of the structural capacity is contributed by the slab
itself. Typical stress distribution under rigid pavement is shown by figure-
Figure 4.2 Stress distribution under rigid pavement
26. CHAPTER 5
PREPARATION OF SOIL SUBGRADE AND BASE
COURSE
5.1 DEFINITION OF SOIL STABILIZATION
Soil stabilization is the process of improving the engineering properties of the soil and
thus making it more stable. Soil stabilization is used to reduce the permeability and
compressibility of the soil mass in earth structures and to increase its shear strength.
5.2 MECHANICS OF SOIL STABILIZATION
The term soil stabilization means the improvement of the bearing power of the soil by
the use of controlled compaction; proportioning or the addition of suitable stabilizers.
Soil stabilization deals with physical physico-chemical and chemical methods to make
the stabilized soil serve its purpose as pavement component material.
The basic principles in soil stabilization may be stated as
1. Evaluating the properties of given soil
2. Deciding the method of supplementing the lacking property by the effective and
economical method of stabilization
3. Designing the stabilized soil mix for intended stability and durability values.
4. Considering the construction procedure by adequately compacting the stabilized
layers.
5.3 RESULT OF SOIL STABILIZATION
1. Increase in stability, change in the properties like density or swelling, change in
physical characteristics.
2. Change in chemical properties.
27. 3. Retaining and desired minimum strength by water proofing.
5.4 MECHANICAL STABILIZATION TECHNIQUE USED FOR
SOIL STABILIZATION
It is the process of improving the properties of the soil by changing its gradation .Two or
more types of natural soils are mixed to obtain a composite material which is superior to
any of its components. To achieve the desired grading, sometimes the soils with coarse
particles are added or the soils with fine particles are removed .This is also known as
granular stabilization.
For the purpose of mechanical stabilization the soils are subdivided into two categories:
1. AGGREGATES–
These are the soils which have a granular bearing skeleton and have particles of the size
larger than 75 microns.
2. BINDERS –
These are the soils which have particles smaller than 75 microns size. They do not
possess a bearing skeleton.
5.5 PREPARATION OF SOIL SUBGRADE
The preparation of subgrade includes all operations before the pavement structure could
be laid over it and compacted. Thus the preparation of subgrade would include site
clearance, grading and compaction. The available site should be cleared off and the top
soil consisting of grass, roots rubbish and other organic matter are to be removed.
It is most essential to compact the top of subgrade, upto a depth of about adequately
before placing the pavement layer.
5.5.1 COMPACTION
Compaction means pressing the soil particles close to each other by mechanical methods.
Air during compaction is expelled from the void space in the soil mass and, therefore, the
mass density is increased.
Compaction of a soil mass is done to improve its engineering properties. Compaction
generally increases the shear strength of soil, and hence the stability and bearingcapacity.
28. Several methods are used for compaction of soil in field. The choice of the method will
depend upon the soil type, the maximum dry density required, and economic
consideration.
5.5.2 METHOD OF COMPACTION USED IN SITE
Manual compaction is done using rammer. We provided a subgrade of 30 c.m depth for
the planned road. Total quantity of earth required for filling operation is 161.982 cu.m.
After compaction it may be considered that about 3cm thick soil subgrade gets
compacted.
5.6 PREPARATION OF BASE COURSE
We decided to provide a base course of material overburnt brick ballast. It is chosen
because it is easily and inexpensively available near the road site. The quantity of
overburnt brick ballast required for 6c.m depth of base course is 75.834 cu.m. This data
is obtained by doing estimation of base course material used by mean sectional area
method. The overburnt brick ballast is laid on the soil subgrade then it is compacted to
about 2 cm depth. The thickness of two layers inclusive of soil subgrade and base course
after compaction is approximately about 30 cm.
29. CHAPTER 6
DESIGN OF RIGID PAVEMENT
6.1 GENERALDESIGN CONSIDERATIONS
Cement concrete pavements represent the group of rigid pavements. Here the load
carrying capacity is mainly due to the rigidity and high modulus of elasticity of the slab
itself i.e. slab action. H.M. Westergaard is considered the pioneer in providing the
rational treatment to the problem of rigid pavement analysis.
Westergaard considered the rigid pavement slab as a thin elastic plate resting on soil
subgrade, which is assumed as a dense liquid. Here it is assumed that the upward
reaction is proportional to the deflection i.e. p=K∆, where the constant K is defined as
modulus of subgrade reaction. The unit of K is kg/cm2 per cm deflection.
6.1.1 Relative Stiffness of Slab to Subgrade
A certain degree of resistance to slab deflection is offered by the subgrade. This is
dependent upon the stiffness or pressure-deformation properties of the subgrade material.
The tendency of the slab to deflect is dependent upon its properties of flexural strength.
The resultant deflection of the slab which is also the deformation of the subgrade is a
direct measure of the magnitude of subgrade pressure. Westergaard defined this term as
the Radius of Relative Stiffness.
l= [Eh3/12K(1-µ2)]1/4
Here l= radius of relative stiffness, cm
E= modulus of elasticity of cement concrete kg/cm2
µ= poisson’s ratio for concrete = 0.15
h= slab thickness, cm
K= subgrade modulus, kg/cm3
30. 6.1.2 Equivalent Radius of Resisting Section
Considering the case of interior loading, the maximum bending moment occurs at the
loaded area and acts radially in all directions. With the load concentrated on a small area
of the pavement, the question arises as to what sectional area of the pavement is effective
in resisting the bending moment. According to Westergaard, the equivalent radius of
resisting section is approximated, in terms of radius of load distribution and slab
thickness,
b= (1.6a2+ h2)1/2 -0.675h
Here, b= equivalent radius of resisting section, cm when a is less than 1.724h
a = radius of wheel load distribution, cm
h= slab thickness, cm
6.2 EVALUATION OF WHEEL LOAD STRESSESFOR DESIGN
The Indian Roads Congress recommends the following two formulas for the analysis of
load stresses at the edge and corner regions and for the design of rigid pavements:
1) Westergaard’s edge load stress formula, modified by Teller and Sutherland for finding
the load stress Se in the critical edge region,
Se = 0.529P/h2(1+0.54µ)*(4log10 l/b + log10b – 0.4048)
2) Westergaard’s corner load stress analysis modified by Kelley for finding the load
stressScat the critical corner region,
Sc= 3P/h2[1-(a*21/2/l)1.2]
Where, Se = load stress at the edge region, kg/cm2
Sc = load stress at the corner region, kg/cm2
P = design wheel load, kg
h = thickness of CC pavement slab, cm
µ = poisson’s ratio of the CC slab
31. E = modulus of elasticity of the CC, kg/cm2
l = radius of relative stiffness, cm
b = radius of equivalent distribution of pressure, cm
a = radius of load contact, cm
6.3 WARPING STRESSES
Whenever the top and bottom surfaces of a concrete pavement simultaneously possess
different temperatures, the slab tends to warp downward or upward inducing warping
stresses. The difference in temperature between the top and bottom of the slab depends
mainly on the slab thickness and the climatic conditions of the region. By the time the
top temperature increases to t1 degrees, the bottom temperature may be only t2 degrees
and the difference between the top and bottom of the slab would be (t1-t2) = t degrees. If
the slab has no restraint then the unit elongation of the top fibres and also unit
contraction of the bottom fibre due to relative temperature condition, each would be
equal to Eet/2 where e is the thermal coefficient of concrete.
6.4 CONSTRUCTION OF JOINTS IN CEMENT CONCRETE
PAVEMENTS
6.4.1 Introduction
Joints are provided in cement concrete roads for expansion, contraction and warping of
the slabs due to the variation in the temperature of slabs. Changes in atmospheric
temperatures in turn reduce the changes in the temperature of slabs. Such changes of
temperature cause expansion of the slab horizontally if there is an increase in the slab
temperature above the temperature during which the slab was laid. Similarly there is
contraction of slab also when the temperature falls below this temperature. Thus the rise
and falls of atmospheric temperatures which is a cyclic phenomenon make the pavement
slabs also to expand and contract.
The slab movements also take place in vertical direction which is due to the temperature
differential between top and bottom of pavement slab. During the mid-day the top of the
32. pavement slab has higher temperature than the bottom of the slab. This causes the top
fibres of the slab to expand more than the bottom fibres and the slab curls at the edges.
This phenomenon is known as warping down of the slab. By about the mid night the
temperature of the bottom of the slab is higher than the temperature of the slab top. The
slab warps up during this time. To minimize the temperature stresses in the pavement
slab, expansion and contraction joints may be provided transversely across the full width
of pavement.
Following are the requirement of a good joint:
1) Joint must move freely.
2) Joint must not protrude out the general level of the slab.
3) Joint must not allow infiltration of rain water and ingress of stone grits.
6.4.2 EXPANSION JOINTS
These joints are provided to allow for expansion of the slabs due to rise in slab
temperature above the construction temperature of the cement concrete. Expansion joints
also permit the contraction of slabs.
It may be stated that the break in slab continuity forming a joint adds a weaker plane in
the cement concrete pavement. The stresses include due to the wheel loads at such joints
are of very high order at the edge and corner regions. In order to strengthen these
locations following measures are adopted:
The load transference across the transverse joint is carried out through a system of
reinforcement provided at suitable intervals projecting in the concrete in longitudinal
direction upto 60 cm length. Such a device is named as dowel bar. In the expansion joint,
thus load transference is affected through a system of dowel bars. Dowel bars are
embedded and kept fixed in concrete at one end and the other end is kept free to expand
or contract by providing a thin coating of bitumen over it. Metal cap is provided at this
end to offer a space of about 2.5 cm for movements during expansion. In the design, 40
percent of wheel load is expected to be taken up by the group of dowel bars and
transferred to the adjoining slab. Spacing between the dowel bars is generally adopted as
30 cm.
33. 6.4.3 CONTRACTION JOINTS
Contraction joints are provided to permit the contraction of the slab. These joints are
spaced closer than expansion joints. Load transference at the joints is provided through
the physical interlocking by the aggregates projecting out at the joint faces. As per IRC
specifications, the maximum spacing of contraction joints in unreinforced CC slabs is 4.5
m .
Figure 6.1 Slab Contraction
6.4.4 JOINT FILLER AND SEALER
Joints form the break in the cement concrete pavement and these can allow the
infiltration of water and ingress of stone grits. The infiltration of water damages the soil
subgrade and gives rise to the phenomenon known as mud pumping especially if the
subgrade is of clayey soil. The joint spaces are first filled with compressible filler
materials and the top of the joints are sealed using a sealer.
1) Joint Filler
Joint filler should possess the following properties:
1) Compressibility
34. 2) Elasticity
3) Durability
Figure 6.2 Functioning of Joint Filler
The figure explains the functioning of the filler during changes in seasons.
The filer is placed during construction and when the summer approaches, the pavement
expands and follows in a cycle, the slab edges move back and if the filler is inelastic,
there will be formation of gaps. These gaps are detrimental and in fact render the joint as
with a gap.
35. 2) Type of Joint Filler
1) Soft wood
2) Impregnated fibre board
3) Cork or cork bound with bitumen
3) Joint Sealer
Figure 6.3 Functioning of Joint Sealer
The functioning of sealer is explained through figure. As the winter approaches, the slab
edges move apart causing an extension in the sealer material. At this instance the sealer
forms a thin film and depending on its extensibility, either it maintains its continuity o t
breaks. Once the sealer breaks the chains of maintenance, problems show up at the joints
or slab edges.
36. The sealing compound should be impermeable and be flexible to accommodate the slab
movements; the compound should not flow in hot season or become brittle in cold
season. Different types of sealing compounds are in use. Bitumen is used either along or
with mineral filler as a sealing compound. Rubber-bitumen compounds are also used for
the purpose.
6.5 IRC RECOMMENDATIONS FOR DESIGN OF RIGID
PAVEMENTS
6.5.1 DESIGN PARAMETERS
1) The design wheel load is taken as 5100 kg with equivalent circular area of 15 cm and
a tyre inflation pressure ranging from 6.3 to 7.3 kg/cm2. The traffic volume is projected
for 20 years period after construction using the relation:
Ad = P *[1+r](n+20)
Where Ad = number of commercial vehicles per day( laden weight > 3 tonnes)
P = number of commercial vehicles per day at last count
r = annual rate of increase in trafficintensity(may be taken as 7.5% for rural roads
if data is not available)
n = number of years between the last traffic count and the commissioning of new
cement concrete pavement
The traffic intensity so obtained is classified and adjustment for the pavement design
thickness is made as given in the table below:
Traffic
Classification
Design traffic intensity, Ad
( no. of vehicles of wt> 3 tonnes per day)
At the end of design life
Adjustment in
design thickness of
cc pavement, cm
A 0 to 15 -5
B 15 to 45 -5
C 45 to 150 -2
37. D 150 to 450 -2
E 450 to 1500 0
F 1500 to 4500 0
G 4500 +2
Table 6.1 Pavement Classification
2) The recommended temperature differentials between top and bottom of CC slabs of
thickness 20 cm at U.P is 13.1 for the determination of warping stresses.
3)The modulus of subgrade reaction K is determined using standard plate of 75 cm
diameter at 0.125 cm deflection. The minimum K-value of 5.5 kg/cm2 is specified for
laying cement concrete pavement.
4) The flexural strength of cement concrete used in the pavement should not be less than
40 kg/cm2. The modulus of elasticity, E and poisson’s ratio, µ may be determined
experimentally.
6.5.2 CALCULATION OF STRESSES
1) The wheel load stresses at edge region is calculated for the designed slab thickness as
per Westergard’s analysis modified by Teller and Sutherland, using stress chart.
2)Wheel load stress at corner region is calculated as per Westergaard’s analysis,
modified by Kelley and using the stress chart.
39. 6.5.3 DESIGN STEPS FOR SLAB THICKNESS
1) The width of slab is decided based on the joint spacing and lane width.
2) The length of the CC slab is equal to the spacing of the contraction joints, Lc.
3) A trial thickness value of the slab is assumed for calculating the stresses. The warping
stress at edge region is calculated and this value is subtracted from the allowable flexural
stress in concrete to find the residual strength in the pavement to support edge loads.
4)The load stress in edge region is found. The available factor of safety in edge load
stress with respect to the residual strength is found. If the value of factor of safety is less
than 1.0 or is far in excess of 1, another trial thickness of the slab is assumed and the
calculations are repeated till the factor of safety works out to 1.0.
5) The total stresses at the corner due to wheel load and warping is checked using stress
chart provided by the IRC for this thickness h cm. If this stress value is less than the
allowable, flexural stress in concrete, the slab thickness, h is adequate or else the
thickness may be suitably increased.
6) The design thickness, h is adjusted for the traffic intensity or classification at the end
of design life and using the adjustment value to obtain the final adjusted slab thickness.
6.5.4 SPACING OF JOINTS
1) The maximum spacing recommended for 25 mm wide expansion joints is 140 m when
the foundation is rough, for, all slab thickness.
2) The maximum contraction joint spacing may be kept at 4.5 m in unreinforced slabs of
all thickness.
6.6 DESIGN OF CAMBER AND RIGID PAVEMENT
Let camber slope to be provided be 1 in 60. Actual camber at middle of one lane is given
by
= (1/60) * (3.8/2) = 1/31.57 = 0.031 = 3.2 cm
40. DESIGN PARAMETERS
Design wheel load, P = 5100 kg
Equivalent circular area, a = 15 cm
Tyre inflation pressure = 7 kg/cm2
Modulus of subgrade reaction, K = 10 kg/cm3
Coefficient of thermal expansion of concrete, C = 10*10-6 per degree Celsius
Modulus of elasticity of concrete, E = 3*105 kg/cm2
Poisson’s ratio, µ = 0.15
Width of expansion joint gap = 2.5 cm
Present traffic intensity = 5 commercial vehicles/day
Maximum variation in temperature between summer and winter = 35 degree Celsius
Unit weight of Cement Concrete = 2400 kg/cm3
Coefficient of friction = 1.5
Joint spacing
δ' = ½ joint = 2.5/2 = 1.25 cm
spacing of expansion joint Ls= δ'/100C(T2-T1) = 1.25/(100*10*10-6*35)
Ls = 35.7 m
Which is less than maximum specified spacing of 140 m and so acceptable.
Contraction joint spacing in plain Cement Concrete
LC = 2*SC*104/(W*f) = 2*0.8*104/(2400*1.5) = 4.4 m
Which is less than maximum specified spacing of 4.5 m and so acceptable.
But we provide contraction joints at 3 m spacing.
41. Pavement Slab Thickness
Assume trial thickness of slab = 20 cm
Radius of relative stiffness, l = [Eh3/12K(1-µ2)]1/4
l = [(3*105*203)/(12*10(1-.152))]1/4
l = 67.22 cm
LX/l = 300/67.22 = 4.46
Figure 6.6 Warping Stress Coefficient Chart
Warping stress coefficient CX at LX/l of 4.46 = 0.68
Temperature differential for 20 cm thick slab at U.P is 13.1 degree Celsius
Warping stress at edge, Se = (CX.E.e.t)/2
Se = (0.68*3*105*10*10-6*13.1)/2
Se = 13.36 kg/cm2
Residual strength in concrete slab at edge region
= 40-13.36= 26.63 kg/cm2
42. Load stress in edge region, using IRC stress chart, corresponding to
h = 20 cm, K= 10 kg/cm3
Se = 25.5 kg/cm2
Factor of safety available = residual strength/edge load stress =26.63/25.5 = 1.04
The factor of safety is 1.04, which is safe and acceptable value.
Therefore provide a tentative design thickness of 20 cm.
Check for corner load stress:
Using IRC stress chart, corresponding to h=20 and K=10
SC =28 kg/cm2
Corner warping stress,
SC = [E.e.t/3(1-µ)](a/l)1/2
= [3*105*10*10-6*13.1/3(1-0.15)]*(15/67.22)1/2
= (39.3/2.55)*(15/67.22)1/2
= 15.42*0.472
= 7.27 kg/cm2
The worst combination of stresses at the corner is 28 + 7.27 = 35.27 kg/cm2, which is
also less than the allowable flexural strength of 40 kg/cm2 and hence the design is safe
Adjustment for Traffic intensity
Ad = P[(1+r)](n+20)
Considering the present traffic intensity is 5 commercial vehicles/day and assuming a
growth factor r=7.5% and the number of years after the last count before the new
pavement is opened to traffic, n=1
Ad = 5[1+(7.5/100)](n+20) = 23 cv/day(laden weight > 3 tonnes)
43. This traffic intensity being in the range 15 to 45, falls in group B and the adjustment
factor in design thickness of CC pavement is -5 cm.
Therefore the revised design thickness of the slab,
20-5 = 15 cm
We provide 15 cm thick CC pavement slab.
44. CHAPTER 7
ROAD LIGHTING
7.1 NECESSITY
It is provided for safe night driving and may be considered as an added facility to the
road users. Night visibility on concrete and other light colored pavements are better than
on black top surfaces. A light colored, rough textured pavement surface that can reflect
light back is considered most desirable. When the brightness of the object is less than
that of the background that is when the object appears darker than the road surface,
discernment is principally by silhouette. When the brightness of an object is more than
that of the immediate background, discernment is by reverse silhouette. The object
adjacent to the roadway projections about the pavement surface such as island or a
vehicle may be seen by this reverse silhouette.
7.2 FACTORS INFLUENCING NIGHT VISIBILITY
The various factors that influence night visibility are:
1) Amount and distribution of light flux from the lamps
2) Size of the object
3) Brightness of object
4) Brightness of background
5) Reflecting characteristics of the pavement surface
6) Glare on the eyes of the driver
7) Time available to see an object
45. 7.3 DESIGN FACTORS OF ROAD LIGHTING
1) Lamps
2) Luminaire distribution of light
3) Spacing of lighting units
4) Height and overhang of mounting
5) Lateral placement
6) Lighting layouts
1) Lamp
It is economical to use the largest lamp size in a luminaire which will provide sufficient
uniformity of pavement brightness: but this depends on the spacing of the lamp also.The
various types of lamp in use for highway lifting are filament, fluorescent and sodium or
mercury vapor lamps.
2) Luminaire Distribution of Light
To have the best utilityof the luminaire or source of light, it is necessary to have proper
distribution of light. The distribution should be downward so that high percentage of
lamp light is utilized for illuminating the pavement and adjacent area.The Indian
Standards Institutionrecommends an average level of illumination of 30lux on important
roads to carrying fast traffic and 15 lux on other main roads, the ratio of minimum to
average illumination being 0.9.
3) Spacing of lighting units
The spacing of lighting units is often influence by the electrical distribution poles,
property lines, road layout and type of side features their illumination.
4) Height and Overhang of Mounting
The distribution of light, shadow and the glare effect from street lamps depends upon the
mounting height.The minimum vertical clearance required for electric power lines up to
650 volts has been specified as 6m above the pavement surface by the Indian Road
congress.
46. 7.4 DESIGN OF STREET LIGHTING SYSTEM
Street width = 3.8m
Mounting Height = 7.5m
Lamp size = 6000 lumen
The ratio, Pavement width/Mounting height = 3.8/7.5 = 0.506
Coefficient of utilization = 0.16
Average level of illumination = 6 lux
Assume a maintenance factor = 0.8
The maintenance factor taken into account the decrease in efficiency of lamp with age
and an average value of about 80 % may be assumed as per Indian Standards.
An average level of illumination of 15 lux is provided on other main roads for secondary
road its value 4 to 8 lux.
7.5SPACINGBETWEEN LIGHTING UNITS
Spacing = [Lamp lumen × coefficient of utilization × maintenance factor] /
[average lux × width of road]
= (6000 × 0.16 × 0.8) / (6 × 3.8)
=34m ( approx.)
≈ 35m
For 326m long road we provide 9 lighting units at distance of about 35m in
a single side lighting pattern along the CRPF wall.
47. CHAPTER 8
SURFACE DRAINAGE DESIGN OF ROAD
DESIGN PARAMETERS
8.1) QUANTITY OF RUNOFF:
Drainage area consists of:
1) Pavement area = 3.8*326 = 1238.8 m2 with coefficient of runoff, C1=0.85 for cement
concrete pavement
2) Area of land covered with turf on the side of CRPF wall = 4.2*326 = 1369.2 m2 with
coefficient of runoff, C2 = 0.35
3) Approximate land area near degree college gate = 12*20.45= 245.4 m2 with
coefficient of runoff, C3 = 0.15
Total drainage area = 1239+1370+246 = 2855 m2
Drainage area in 1000 m2, Ad = 2.855
Weighted value of runoff coefficient
C = (1239*0.85)+(1370*0.35)+(246*0.15)/2855
C = 1053.15+479.5+36.9/2855
C = 0.549
Design velocity of flow, V = 0.8 m/s
Design value of total duration of rainfall = 18.33 minutes
From the IDF curve, the rainfall intensity is found corresponding to duration (T = 25yrs)
48. Rainfall intensity, i = 125 mm/hr or 0.0347 mm/sec
Discharge(Q) = CiAd = 0.549*0.0347*2.855 = 0.0543 m3/sec
8.2 CROSS SECTION
Design velocity of flow, V = 0.8m/sec
Cross Sectional Area, A = Q/V = 0.0543/0.8 = 0.0678 m2
For the trapezoidal section with bottom width 1.0 m and side slope 1.0 vertical to 1.5
horizontal, when the depth of flow is d meter the top width would be (1+3d) and the
cross-section area of drain
A = d+3d2/2
0.0678 = d+3d2/2
0.1356 = 2d+3d2
3d2+2d-0.1356 = 0
This is a quadratic equation, on solving we get d= 0.062 m.
This is the actual depth of flow for the design quantity of water through the trapezoidal
section. Allowing a freeboard of 0.15m the depth of side drain may be taken as 0.22m.
8.3 SLOPE OF DRAIN
Using Manning’s equation we can calculate the slope of drain required. Take Maning’s
constant as 0.05 and considering hydraulic mean depth as 0.056m, the slope required will
be 0.5228
50. CHAPTER 9
CALCULATION OF MATERIALS AND THEIR
COSTS REQUIRED FOR CEMENT CONCRETE
ROAD
9.1ESTIMATION OF OVERBURNT BRICK BALLAST(40 mm
GAUGE) REQUIRED FOR BASE COURSE(6 cm THICK)
Length
Filling
Height
Central
Area
Side Area
Whole
Section
Area
Quantity
326m 0.06m 0.228m 0.0018m2 0.2298m2 75.83 Cu m
9.2COSTREQUIRED
Quantity Rate Cost
75.83 Cu m Rs. 710/cu m Rs. 53843
9.4ESTIMATION OF MATERIALS REQUIRED FOR LAYING
SURFACE COURSE USING M15 (1:2:4) CONCRETE
Cement Concrete 1:2:4 for 10 Cu m
Material Quantity Rate Cost
Stone Ballast 40
mm Gauge
8.80 Cu m Rs. 2000/Cu m Rs. 17600
Local Fine Sand 4.40 Cu m Rs. 710/Cu m Rs. 3124
Cement 2.20 Cu m Rs. 9706/Cu m Rs. 21355
51. TOTAL Rs. 42079
ADD 10% CONTRACTOR’S PROFIT Rs. 4207.9
ADD 3/2% WATER CHARGES Rs. 632
GRAND TOTAL
Rs. 46920
For 10 Cu m
Rate per Cu m
= 46920/10 = Rs 4692/Cu m
Quantity of 1:2:4 Cement Concrete Works Required
= 326*3.8*0.15
= 185.82 Cu m
For laying 185.82 Cu m Cement Concrete, total cost required
= 185.82 Cu m@4692 per Cu m
= 185.82*4692
= Rs. 871868
9.5 OVERALL COST REQUIREMENT
OVERALL COST REQUIRED
TOTAL COST Rs. 941909
ADD 5% CONTINGENCIES Rs. 47095
GRAND TOTAL Rs. 989004
52. APPENDIX
A
ATTERBERG’S LIMIT DETERMINATION…………………………...31
ADVANTAGES OF RIGID PAVEMENT CONSTRUCTION ON
AVAILABLE SITE………………………………………………………..31
B
BASE COURSE…………………………………………………………..36
C
COMPACTION……………………………………………………………33
CONSTRUCTION OF JOINTS IN CEMENT CONCRETE
PAVEMENT……………………………………………………………….43
CLASSIFICATIONOF SOIL……………………………………………..32
COMPACTIONTEST…………………………………………………….33
CALIFORNIA BEARING RATIO TEST…………………………………33
CONCRETESLAB………………………………………………………..37
CONTRACTIONJOINTS………………………………………………...45
CALCULATION OF STRESSES…………………………………………49
CROSS SECTION…………………………………………………………60
COST REQUIRED………………………………………………………...62
53. D
DEFINITION OF SOIL STABILIZATION………………………………38
DESIGN OF RIGID PAVEMENT………………………………………...41
DESIGN PARAMETERS…………………………………………………49
DESIGN STEPS FOR SLAB THICKNESS……………………………....51
DESIGN OF CAMBER AND RIGID PAVEMENT……………………...51
DESIGN FACTORS OF ROAD LIGHITING…………………………....57
DESIGN OF STREET LIGHITING SYSTEM…………………………...58
E
EQUIVALENT RADIUS OF RESISTING SECTION…………………...42
EVALUATION OF WHEEL LOAD STRESSES FOR DESIGN………...42
EXPANTION JOINT……………………………………………………...44
ESTIMATION OF MATERIALS AND THEIR COSTS REQUIRED FOR
CEMENT CONCRETE LOAD……………………………………………62
ESTIMATION OF EARTH REQUIRED FOR FILLING………………...62
ESTIMATION OF OVERBURNT BRICK BALLAST REQUIRED FOR
BASE COURSE…………………………………………………………...62
ESTIMATION OF MATERIAL REQUIRED FOR LAYING SURFACE
COURSE…………………………………………………………………...62
54. F
FUNCTIONS OF RIGID PAVEMENT COMPONENTS………………...36
FACTORS INFLUENCING NIGHT VISIBILITY………………..……...56
G
GENERAL DESIGN CONSIDERATION………………………………...41
I
INTRODUCTION…………………………………………………………43
IMPORTANCE OF ATTERBERG’S LIMIT……………………………..31
L
LIQUIDLIMIT……………………………………………………………31
M
MONTHLY PROGRESSSUMMARY OF PROJECT WORK…………..19
MECHANICS OF SOIL STABLIZATION……………………………….38
MECHANICAL STABLIZATION TECHNIQUE USED FOR SOIL
STABLIZATION …………………………………………………………39
METHOD OF COMPACTIONUSED IN SITE ………………………….40
55. N
NEED OF THE PROJECT………………………………………………...17
NECESSITY……………………………………………………………….56
O
OVERVIEW OF PROJECT…………………………………….…………15
OPTIMUM MOISTURE CONTENT AND CBR DETERMINATION…..32
OBSERVED REPORTS …………………………………………………..34
OBJECTS AND REQUIRMENT OF PAVEMENTS…………………….35
OVERALL COST REQUIRMENT……………………………………….63
P
PLASTIC LIMIT…………………………………………………………..31
PREPARATIONOF SOIL SUBGRADE…………………………………39
Q
QUANTITY OF RUNOFF………………………………………………...59
R
RIGID PAVEMENT………………………………………………………35
RIGID PAVEMENT CHARACTERISTICS……………………………...35
56. RESULT OF SOIL STABLIZATION…………………………………….38
RESULT…………………………………………………………………...32
RELATIVE STIFFNESS OF SLABTO SUBGRADE…………………...40
ROAD LIGHTING………………………………………………...............56
S
SURFACE DRAINAGE DESIGN OF ROAD……………………………59
SPACING BETWEEN LIGHTING UNIT………………………………..58
SLOPE OF DRAIN………………………………………………………..60
SPACING OF JOINS…………………………………………………..….51
SOIL SUBGRADE AND ITS SIGNIFICANCE……………………….…36
T
TITLE OF PROJECT……………………………………………………...16
57. REFERENCE
REFERENCEBOOKS:
I.S. 456:2000 for RCC.
I.S. 800:2007 for STEEL.
I.S. 3370:2009 Part I and Part II.
I.S. 3370:1967 Part IV.
Reinforce concrete structures (Dr. B.C.Punamia).